Summary On 03 October 2000, the tug KetaV was in transit off NovaScotia. That evening, it endeavoured to stop at Liverpool for the night. The tug headed for MoosePoint, south of Liverpool Bay, and proceeded toward EasternHead, where it ran aground. No casualties or major pollution were reported as a result of this occurrence. Ce rapport est galement disponible en franais. Other Factual Information Particulars of the Vessel To enable the master to plan his approach to Liverpool Bay, Canadian Hydrographic Service general chart L/C 4012, covering the area from Yarmouth to Halifax, Nova Scotia, was used as a reference. Although there are large-scale charts3 covering Liverpool Bay, these were reportedly not found on board the tug. L/C4012 is a small-scale chart, so it does not show any of the references required to navigate the Liverpool Bay approaches. Because the master had never sailed into this harbour, he based his approach plan on his experience in other ports and on information he had received some time earlier from an acquaintance who once worked for a paper manufacturer in Liverpool. The master and the helmsman were in the wheelhouse. The approach plan was to proceed on a heading of 292T, to a position southeast of MoosePoint. The engines were set to reduced speed. (SeeAppendixB.) On arriving at Moose Point, the master altered course to 353T and headed for Eastern Head. While under way, the master's primary concern was to watch for presumed range lights indicating the entrance to Liverpool Harbour, which, according to him, should have been seen on the port side. The range lights were not seen. The tug maintained heading, and at 2328, it grounded on a rock shoal off Eastern Head. Engines astern was ordered, and the vessel refloated itself. The hull was damaged to the point where the capacity of the pumps was insufficient to keep up with the water flooding into the engine compartment. Once the flywheel was in the water, the main engine was stopped by the crew, the anchors were dropped and the deck openings were closed. The first mate communicated with Halifax Marine Communications and Traffic Services (MCTS) on VHF channel16 and used a cell phone to advise them of the situation and request immediate assistance. The MCTS centre immediately broadcasted a Mayday relay. Meanwhile, the seven members of the crew donned their immersion suits and boarded the inflatable liferaft. Watch was maintained on board with a portable VHF radio on channel16 and a cell phone. The KetaV capsized and sank a short time later in position 4402'23N, 06439'24W. Halifax Rescue Coordination Centre dispatched five vessels for the operation. Canadian Coast Guard Auxiliary LadyKim from the local reserve unit was the first at the site, followed by Canadian Coast Guard Ship (CCGS)Hudson, which sent its fast rescue craft to pick up the crew of the KetaV. When the seven members of the KetaV crew were on board, CCGSHudson proceeded to Halifax. Bridge Resource Management In essence, bridge resource management (BRM) is the efficient deployment of all available resources to safely carry out a task. The elements that come into play are attentiveness, the task to be performed, stress, attitudes and risks. BRM recognizes that safety and operational effectiveness are influenced by individual, organizational and regulatory factors. Optimal management of these factors has a direct impact on the following four elements that are crucial to the outcome of an operation: situational awareness (recognizing and defining the nature of the problem); metacognition (examining and evaluating one's own cognitive activities or decisions); shared mental models (getting others involved in problem solving); and resource management (understanding the tasks to be carried out, the priority level of each task, and the resources that are required and available). A good BRM program covers several crucial areas, including promoting and sustaining team spirit, communication and decision-making processes, workload management, situational awareness, shift work and workplaces. Promoting and Sustaining Team Spirit In a team, work is shared, tasks are performed more quickly and efficiently, and the performance of the team surpasses that of an individual working alone. The individual characteristics of team members are important. Research has shown that it is during team training that modes of communication and interaction are established.4 Once established, the process continues and leads to activities that are likely to maintain effective (or ineffective) group communication mechanisms. Because the master was alone on the bridge with the helmsman, the first mate could have been tasked effectively, given the circumstances. Communicating and Making Decisions as a Team Making decisions as a team involves some degree of co-management. In this occurrence, the master elected to make all decisions by himself. Workload Management The tasks essential to safe navigation are assigned to different individuals who are in the best position to carry them out, so that no member of the bridge personnel will have to bear a workload that exceeds his/her capacity. The master did not call upon the first mate to assist on the bridge. BRM Training None of the crew on board the KetaV had undergone BRM training, nor is such training mandatory. However, Transport Canada encourages ship owners to have the crew trained, and courses approved by the department are available. Damage The vessel went down a few seconds after the crew abandoned it. Attempts to refloat the KetaV were unsuccessful. The tug was a total loss. No significant damage from a diesel oil spill was reported by Environment Canada, as a result of the sinking. However, spill prevention measures were put in place around the nearby fish farming area. Certification The vessel was staffed, certified and equipped in accordance with existing regulations. Master's History The master had navigated mainly on the Restigouche River in ChaleurBay, NewBrunswick. He was retired but worked on contract from time to time. Since1984, he has held a master's certificate for vessels not exceeding 350gross tons. Weather Information A low-pressure area developed about 250 nautical miles off of the Nova Scotia coast on 03October2000. Moved by winds in the Liverpool area, the low backed from northeast to north to north west and peaked at gale force during the overnight hours. Seas built to 3to 4m at about the same time. Visibility was good.